Method of Manufacture of an Energy Absorbing Tire Cage

ABSTRACT

A tire cage is disclosed for containing the debris from a tire explosion. The cage includes a lightweight energy absorbing material for protecting structural members of the cage from tire explosion damage so that the cage is reusable. The energy absorbing material may be a metallic foam or other open celled structured material that is able to absorb large amounts of kinetic energy by permanently deforming. The cage is particularly effective in containing explosions of large equipment tires 6 to 12 feet in diameter and having a stored kinetic energy in a range of approximately 900 kilojoules to 1500 kilojoules.

RELATED APPLICATION

The present application is a divisional of U.S. patent application Ser.No. 10/971,819, filed Oct. 21, 2004, entitled “ENERGY ABSORBING TIRECAGE AND METHOD OF USE”, fully incorporated by reference herein.

RELATED FIELD OF THE INVENTION

The present invention relates to a cage tire for containing tireexplosions, and in particular, to tire cages for containing tireexplosions of having a diameter in the range of 6 to 12 feet, and havingstored energy, e.g., in a range of 500 kilojoules to 7500 kilojouleswhich is approximately 13-200 times the energy of a conventionaltruck/SUV tire.

BACKGROUND

It is well known that inflation or deflation of certain tires can behazardous to personnel performing such operations and to others nearby.In particular, split rim tires are known to be especially dangerous inthat metal portions of the split rim can be propelled at high velocityif the tire fails. Moreover, such tire failures where portions of thesplit rim may become projectiles is especially dangerous when inflatingor deflating such tires. This is true of virtually all split rim tires,and there have been various devices developed to hold or secure splitrim tires for light vehicles (e.g., cars or trunks). However, forinflation or deflation of very large tires such as those onheavy/industrial mobile equipment (e.g., loaders, graders, large earthmoving equipment), there heretofore has not been any equipment developedor proposed for containing the extreme explosiveness and potentialdestructiveness of such very large tires that are, e.g., 8 to 10 feet(or more) in diameter. Said another way, size does indeed matter when itcomes to the dangerousness and destructiveness of a large tireexplosion. In particular, all known prior art apparatuses for containingsuch large tire explosions are immobile and exceedingly large.

Accordingly, it would be desirable to have a mobile tire cage that isrelatively lightweight and is able to effectively contain the explosionof a large tire. Moreover, it would be desirable that such cage bereusable.

SUMMARY

The present invention is a tire cage for containing debris from a tireexplosion that can occur during, e.g., the inflation or deflation of atire. In particular, the tire cage of the present invention is designedto contain all portions of a split rim that could otherwise cause harmand/or damage if propelled unimpeded from a tire explosion. Moreparticularly, embodiments of the tire cage of the present invention aresuited for containing debris from large tires such as those used onearth moving vehicles, such tires being, e.g., 6 to 12 feet in diameter.Additionally, embodiments of the tire cage are reusable in that thestructural members of the tire cage are protected from a sufficientamount of the effects of tire explosion sudden impact such that suchstructural members are not damaged. Such protection is accomplished byconverting tire explosion impact energy into plastic deformation energy,thereby keeping the peak force exerted on the structural members of thecage below the level that causes damage. That is, the tire cage includesreplaceable, kinetic energy absorbing materials that can absorb, withoutdamaging the structural members of the cage (e.g., frame beams and steelplates), a tire explosion impact force of, depending on the cageembodiment, a tire 6 to 12 feet in diameter. In particular, anembodiment of the tire cage for an tire 8 feet in diameter is intendedto absorb a tire explosion of 3500 to 3700 kiloNewtons, and absorbapproximately 900 kilojoules to 1500 kilojoules, and more preferably1160 kilojoules (855,853 ft-lbs) of kinetic energy from, e.g., a flangeand bead seat band of a split rim tire propelled toward such structuralmembers of the tire cage.

It is an important aspect of the tire cage of the present invention thatembodiments for receiving large tires are relatively lightweight andeasily transported to where such large tires are in use. This isespecially important in view of the fact that energy stored within tiresincreases exponentially with the size of the tire (e.g., a typical trucktire of 3 foot diameter may store approximately 60 kilojoules of energy,a typical inflated 6 foot diameter tire may store approximately 500kilojoules of energy, a typical inflated 8 foot diameter tire may storeapproximately 1200 kilojoules, and a typical inflated 12 foot diametertire may store approximately 7500 kilojoules). Thus, even for 8 to 12foot diameter tires, embodiments of the present invention may be:

-   -   (a) Less than approximately ten tons (and more preferably        between seven and ten tons or less), and    -   (b) Not substantially larger than the tires provided therein        (e.g., occupying a volume of less than approximately five times        the size of a tire received therein). That is, the outside        dimensions of such a tire cage may be such that the volume for        the entire cage is no larger than approximately three to ten        times the volume of the maximum size tire that the tire cage can        accept and safely contain an explosion thereof, and preferably        the entire cage is no larger than approximately three to seven        times the volume of the maximum size tire that the tire cage can        accept and safely contain an explosion thereof.

To provide the above transportability features and to additionallyprovide a more cost effective tire cage for large tires than heretoforepossible, it is an aspect of the present invention to use a light weightenergy absorbing material such as an energy absorbing metallic foam tocushion the frame of the present tire cage from being damaged by highvelocity portions of an exploding tire, and particular, portions of asplit rim. The use of such energy absorbing foams substantially reducesthe weight and size of the tire cage. Additionally, the tire cage isdesigned so that the energy absorbing foam can be replaced after it hasbeen crushed while absorbing the impact of portions of an explodingtire. Thus, it is an aspect of the present invention that the tire cageis reusable by substantially merely replacing the crushed foam (andrelated components for securing the foam in position) after a tireexplosion occurs within the tire cage.

In at least some embodiments of tire cage, the energy absorbing foamincludes an aluminum foam. Moreover, such foams may have a relativedensity in a range of 7-12% as one skilled in the art will understand.

Other benefits and features of the present invention will become evidentform the accompanying drawing and the Detailed Description hereinbelow.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a side view of the tire cage 50 of the present invention,wherein the cage is secured about a tire 58.

FIG. 2 shows a side view of the tire cage 50 of the present invention,wherein the cage is open.

FIG. 3 shows a plan view of the bottom of the tire cage 50.

FIG. 4 shows the back or rear of the tire cage 50.

FIGS. 5A and 5B show more detailed views of the posts 118.

FIG. 6 is a top view of tire cage 50 when the cage is closed about atire 58 as in FIG. 1.

FIG. 7 is a front view of lid 60.

FIG. 8 is a side view of the tire cage lid 60.

FIG. 9 shows the operator controls for operating the tire cage 50.

FIGS. 10A and 10B show more detailed views of the pedestal 156 uponwhich a tire 58 is provided within the cage 50.

FIG. 11 is a view top view of the lower table 164.

DETAILED DESCRIPTION OF THE INVENTION

The embodiments of the tire cage 50 illustrated in FIGS. 1-11 , anddescribed hereinbelow are particularly suitable for safely containing anexplosion of a conventional heavy equipment 8 foot diameter tire, i.e.,suitable for safely containing an explosive impact force of up to 3500to 3700 kiloNewtons (kN) and 1160 kilojoules (kJ) of energy.Accordingly, for safely containing an explosion of a tire of a smalleror larger tire (more particularly, an explosion of a tire storing asubstantially larger or smaller amount of energy) certain of the tirecage structural members described herein below, and the forces thesemembers need to withstand may be substantially different from thedimensions provided herein. However, one of ordinary skill in the artwill, from the description herein, be able to construct an embodiment ofthe tire cage 50 for such smaller or larger tires, bearing in mind that,in general, the energy stored in a tire exponentially increases with thediameter of the tire, as discussed in the Summary section hereinabove.Accordingly, embodiments of the present invention are readily applicableto very small tires (e.g., 12 inch diameter tires of a manuallymaneuverable wheelbarrow), conventional automobile tires, truck tires ofvarious sizes as well as the large tires used in earth moving equipment(e.g., 6 to 12 feet in diameter).

Referring to FIGS. 1 through 3, these figures show side and top views ofthe tire cage 50 of the present invention. The tire cage 50 includes:(a) a tire support assembly 54 for supporting a tire 58 placed withinthe cage 50, and (b) a pivotally attached lid 60. Each of the supportassembly 54 and the lid 60 has a corresponding frame of steel beams andsteel plates (as further described hereinbelow and shown in thefigures), wherein these frame components are welded together to therebyprovide the structural support for the tire cage 50. The tire supportassembly 54 includes a support platform 61 (FIG. 2) that provides thesupport base for the remainder of the tire cage 50. The support platform61 includes an inner support plate 62, and in some embodiments, an outersupport plate 66 may be provided as well. However, in one preferredembodiment, there is no outer support plate 66 since by leaving thebottom of the support platform 61 open, greater accessibility isprovided to tire cage cables, pipes, and electrical wiring providedunderneath the inner support plate 62. In particular, in the embodimentwithout the outer support plate 66, the bottom of the tire cage 50 ismade from large W-beams (not shown) welded together with a support plate62 welded on top (thus allowing access underneath for cables, pipe,etc}, wherein this support plate is fixedly attached to (e.g., by welds)a plurality of “I” beams 70 (FIGS. 1, 2 and 4),

The support plates 62 and 66 (or instead of 66, the plate to which theW-beams are welded) are positioned on top of one another so as to havesubstantially vertically aligned outside perimeters when viewed frombelow (FIG. 3) with the exception that the inner support plate 62 isshorter along the front or latching side having an edge 74 (FIGS. 2 and3). The shortened latching side of the inner support plate 62 is shorterby an amount effective for providing locking assemblies 78 for securingthe lid 60 to the support assembly 54 when a tire 58 is being examined,inflated and/or deflated within tire cage 50. The support plates 62 and66 (or instead of 66, the plate to which the W-beams are welded) aresteel and are approximately twenty millimeters in thickness. The supportplate 62, and the support plate 66 (or the plate to which the W-beamsare welded) may be made from G40.21 50W grade steel. However, it iswithin the scope of the present invention that another sufficientlystrong material may be used so long as it can withstand approximately3700 kiloNewtons (kN) of force (e.g., for an 8 foot diameter tire) thatcan be generated by the explosion of a tire 58. Additionally, the “I”beams 70, in the present embodiment, are common structural membersconforming to CSA G40.20 and CSA G40. To further stabilize the supportassembly 54, various vertical stiffeners such as plates 82, and 86 areprovided.

The support assembly 54 also includes two lower side members 98 (FIG. 1)which are mirror images of one another, wherein each projects diagonallyvertically upwardly relative to the support plate 62. In the presentembodiment, there are side edges 102 (FIGS. 1 and 3) and 106 (FIG. 3),wherein each is a steel plate approximately six millimeters thick withthe exception of the upper most diagonal band 110 (FIG. 2) which iscomprised of a HSS 102×203×4.8 structural member, as one skilled in theart will understand, this structural member is a tubular member having arectangular cross section of 4 inches by 8 inches.

The support assembly 54 further includes a back assembly 114 (FIG. 4)that is secured to both the support platform 61 and the lower sidemembers 98. The back assembly 114 includes posts 118 (FIGS. 1, and 4)welded to the support platform 61. Welded to each of the posts 118 is aback plate 122, which may be 6 mm G40.21 50W Grade Steel or anothermaterial of comparable strength. Note that back plate 122 is reinforcedby cross members 126 for additional strength, these cross members beingHSS 102×102×4.8 structural support members made of G40.21 50W GradeSteel (i.e., a steel tube having a 4 inch by 4 inch cross section) oranother material of comparable strength. Attached to (or integral with)each of the posts 118 is a hinge assembly 130 (FIGS. 4, 5A and 5B) forpivotally attaching the lid 60 to the support assembly 54. Note thateach of the hinge assemblies 130 includes a pair of hinge plates 134(FIG. 5B) that extend to the top of the hinge assembly, and whereinthese plates each have a hole 138 and a hole 142 therein, wherein: (i)the holes 138 are aligned with one another as shown in FIGS. 5A and 5B,(ii) the holes 142 are also aligned with one another as shown in FIGS.5A and 5B, and (iii) at least the pair of holes 142 have a hinge slot146 therebetween for the insertion of a mating hinge portion 150 (FIGS.1, 2 and 8) of the lid 60. In particular, for each hinge assembly 130and its mating hinge portion 150, these components are fitted togetherwith a pivot pin 154 which is provided through the holes 142 and acorresponding aligned hole in the hinge portion 150 so that the lid 60can pivot on this pivot pin between the fully closed configuration shownin FIG. 1 and the fully open configuration shown in FIG. 2.

The support assembly 54 also includes a tire pedestal 156 (FIGS. 1 and2) that is secured to the upper surface of the support plate 62. Thetire pedestal 156 is for supporting a tire 58 in a properly alignedorientation within the tire cage 50, as one skilled in the art willunderstand. In particular, the split rim 157 for the tire 58(symbolically represented in FIGS. 1 and 2 by the heavy lined profile inthe center of the tire 58) is aligned on the pedestal 156 so that if atire malfunction occurs such that one or more portions of the split rimare propelled toward the cage 50 at high velocity, then it is intendedthat such rim portions will be propelled substantially verticallyupwardly toward the inside of the lid 60 as will be discussed furtherhereinbelow.

The tire pedestal 156 includes a hydraulic adjustable height table 159(FIGS. 1, 10A-10B). The table 159 includes a tire support center 160 anda lower table 164 (also FIG. 11). The tire support center 160 isrotatable about the central axis 165 of the generally cylindricalpedestal 156, wherein a motor 167 that is used to rotate the tiresupport center about the central axis. Accordingly, when a tire 58 isinitially positioned in the tire cage 50, the tire pedestal 156 is inthe lowered position of FIG. 10B, and subsequently an operator activateshydraulics of the tire cage to raise the table 159 and rotate the tiresupport center 160 for inspection of the tire 58 duringinflation/deflation as one skilled in the art will understand.

Note that the tire pedestal 156 (as well as the rest of the tire cage50) is configured so that tires smaller than the largest acceptable tiremay be safely inflated and/or deflated in the tire cage. In particular,an embodiment of the tire cage 50 according to the disclosure herein maybe used for safely inflating and/or deflating tires having diameters of3 and 6 feet.

Referring to lid 60, it includes two side beams 158 (FIGS. 1, 6, 7 and8) that extend substantially the length of the lid along its sides. Thefront end of each of the side beams 158 is attached to a front cross “I”beam 162 (FIGS. 6) that extends across the width of the lid 60, and therear of each of the side beams 158 has attached thereto a correspondingone of the hinge portions 150 (FIGS. 1 and 2). Note that each of thehinge portions 150 includes a pair of bearing plates 166 (FIGS. 1 and 2)attached to opposing sides of the corresponding side beam 158. Each ofthe bearing plate 166 has two holes 170 and 174 (FIGS. 1 and 8) thereinthat also extends through the hinge portion 150 (including the side beam158 to which it is attached). The hole 170 is the hole through which thepivot pin 154 is provided as described hereinabove. Thus, the portion ofeach bearing plate 166 surrounding its hole 170 includes bushings (notshown) upon which the pivot pin 154 seats for smooth pivotal movement ofthe lid 60. The hole 174 is for securing the lid 60 in the open positionas shown in FIG. 2. Accordingly, when the holes 174 are aligned with theholes 138 such that the lid 60 is in the upright or open position ofFIG. 2, there is, for each post 118, a safety pin 178 (FIGS. 2 and 4)for entering and engaging both the hole 174, and the pair of holes 138in the hinge assembly 130 for the post so that the lid 60 is securelyheld in the open position. Note that the safety pins 178 are movedbetween the unengaged positions of FIG. 4 to the engaged position ofFIG. 2 by corresponding actuators 182 that are attached, via a mountingplate 184, to one of the back plate support frames 126. Note that theactuators are preferably hydraulic; however, other types of actuatorsare also within the scope of the invention, including electric andpneumatic.

On top of the rear of each of the side beams 158 is a lever beam 186 towhich a hydraulic actuating cylinder 190 is attached in hole 192 (FIG.8) for pivotally moving the lid 60 between its open and closedpositions.

Across the width of the lid 60 and attached to the side beams 158 are aplurality of impact beams 194 (FIG. 7 and 8) that are W460×120structural members conforming to CSA G40.21, as one skilled in the artwill understand (note that a description of CSA G40.21 may be found atwww.csa.org).

FIG. 7 best shows the front 198 of the lid 60. The front 198 includes aretractable front plate 202 (FIGS. 1, 2, and 7) which may be a steelplate of approximately 6 millimeters thickness. In an extended position,the front plate 202 entirely covers the front 198 when the lid 60 is inthe closed position (FIGS. 1). In a retracted position, the front plate202 is substantially parallel to the cross beams 194 and the side beams158 (FIG. 2) when the lid is in its open position. The front plate 202is moved between its extended and retracted positions by an actuator 204(FIGS. 1, 2, and 8). Note that by having the front plate 202 in aretracted position (FIG. 2) when the lid 60 is open, it is much easierto properly place a tire 58 within the tire cage 50. This isparticularly important due to the sizes and weights of the tires 58 tobe used with the present invention (e.g., tires having a diameter of 6to 12 feet, and weighing upwards of 2500lb), since a crane or othersimilar lifting equipment must be used to hoist the tire 58 above thesupport assembly 54 and then the tire must be aligned on the tiresupport pedestal 156 by one or more operators. Thus, the overheadclearance afforded by the present invention in combination with the easeof operator access to a suspended tire 58 due to the front 198 having nowalls or barriers is a distinct advantage offered by the presentinvention.

Two lid posts 208 are additionally provided at the comers of the front198, wherein each of the posts 208 is attached to one of the side beams158. Each of the lid posts 208 has extending therefrom a bifurcatedconnector 212, wherein each of the extensions 216 (FIG. 7) of theconnector is received over a corresponding one of the bosses 220 (FIG.3) in a corresponding one of the locking assemblies 78. In particular,each of the locking assemblies 78 includes a locking enclosure 224(FIGS. 1-3) having a center steel plate 228 (FIG. 3), wherein there isone of the bosses 220 on each side of the plate 228 and adjacentthereto. Thus, when the lid 60 is in its closed position, each of theconnectors 212 can be locked to the support assembly 54 by an actuator230 of the locking assembly 78. In particular, for locking eachconnector 212 to the support assembly 54, the actuator moves a pin 232of the locking assembly 78 through the holes 236 (FIG. 7) of eachextension 216 of the connector and also through a hole (not shown) inthe plate 228 therebetween when the connector is fully received in thecorresponding one of the locking enclosures 224. Conversely, forunlocking the lid 60 from the support assembly 54, the actuator retractsthe pins 232 from the holes 236 so that by activating the actuatingcylinder 190, the lid 60 can be raised into its open position, and thesafety pins 178 can then be moved into holes 138 to lock the lid in theopen position.

The lid 60 further includes lid sides 240 (FIGS. 1 and 2), wherein eachof the lid sides is approximately 6 millimeters in thickness of steelplate. Each lid side 240 is attached to a corresponding one of: the sidebeams 158, and a corresponding one of the lid posts 208, such that eachside 240 is substantially vertically aligned with and overlaps one ofthe lower side members 98 when the lid 60 is in its closed position. Inparticular, a diagonal portion adjacent edge 244 overlaps thecorresponding one of the side beams 158 as shown in FIG. 1.Additionally, note that each of the lid sides 240 includes a diagonalreinforcement beam 248 (which may be of type HSS 102×203×4.8, as oneskilled in the art will understand) for providing additional strength tothe lid sides 240.

The lid 60 also includes an energy absorbing structure 252 (FIGS. 1 and8) for absorbing blast energy from a tire 58 that malfunctions. Inparticular, when the cage 50 is closed, the energy absorbing structure252 absorbs energy from portions of the split rim 157 wherein suchportions are propelled vertically toward the cross beams 194 such thatthese cross beams are able to withstand the remainder of a tire blastforce without deformation. The energy absorbing structure 252 includes aplurality of energy absorbing assemblies 254 (FIGS. 6, and 8), each suchassembly being separately anchored to the cross beams 194 by a pluralityof anchors 256, such that these assemblies 254 are spaced apart from oneanother (such spacing facilitates the expelling of the large airpressures that can develop within the cage 50 when a tire malfunctions).Depending upon the embodiment of the invention, there may be only twosuch assemblies 254 (e.g., as shown in FIG. 6 in dash-dot-dash outline),wherein each one of the assemblies extends across at least a sufficientamount of the center of the cage immediately above the split rim 157 sothat it is unlikely that a portion of this rim can contact the crossbeams 194, and it is also unlikely that any portion of the split rimwill exit the cage 50. However, other arrangements and sizes of suchassemblies 254 are within the scope of the invention. For example, insome embodiments there may be a larger number of such assemblies 254occupying substantially the same or a greater area than the assemblies254 of FIG. 6.

Each of the assemblies 254 includes a 2 to 2½ inch thick steel plate 260(FIG. 2) (also known as a “decoupler plate” herein), wherein the platemay be approximately 28 inches by 74 inches. Each decoupler plate 260 issuspended from the cross beams 194 by the anchors 256 such as threadedsteel rods. Between each of the plates 260 and the cross beams 194 areone or more energy absorbing subassemblies 262 (FIG. 6) for eachassembly 254, wherein the subassemblies 262 are for absorbing the forcesimparted from an exploding tire 58. Although not all subassemblies 262are labeled in FIG. 6, there are sixteen such subassemblies, one foreach of the sixteen blocks 264 shown in FIG. 6. Each of thesubassemblies 262 includes a block, pad, or layer 264 (for simplicitydenoted herein as “block”, and crosshatched in FIGS. 1, 2, 6, and 8) ofan energy absorbing material that permanently deforms when absorbing thekinetic energy from, e.g. an exploding tire. Each subassembly 262 alsoincludes two metal plates (not shown). One of the metal plates is bondedto (and covers) the side of the subassembly block 264 wherein this sidefaces the decoupler plate 260. The other of the metal plates is bondedto (and covers) the opposing side of the block 264 that is faces thecross beams 194. In one embodiment, such metal covering plates protectthe blocks 264 from damage during shipping, and installation into theassemblies 254. Additionally, for each block 264, its covering platesmay provide additional support during tire explosion. In addition, thecovering plates and the block 264 for a subassembly 262 are coated witha non-corrosive material to prevent deterioration of the block 264. Inat least some embodiments, the non-corrosive material is a chemicallyapplied film of Class 1A gold.

In one embodiment, each block 264 includes (and may substantiallyconsist of) a rigid energy absorbing material such as what is known inthe art as an “open celled foam” material (also denoted herein as simply“foam”). In particular, such open celled foams include a large pluralityof small air filled spaces (denoted cells herein), wherein each of thecells is defined by a plurality of small rods of the foam material in amanner whereby the rods connect together to form open polygonalstructures such as, e.g., pentagons or hexagons. The open polygonalstructures form faces of the 3-dimensional cells. Generally there are 12to 14 such faces defining the boundary of a cell, and since most of thefaces define a portion of the boundary for at least two cells, suchrigid open celled foam materials appear upon magnification as similar toa 3-dimensional honeycomb-like structure, as one skilled in the art willunderstand. Such open celled foam materials may be characterized by: (a)the material of the rods, (b) the relative density of the foam, (c) theface size(s), (d) the rod size(s), and (e) the cell shape(s) as oneskilled in the art will understand. However, for absorbing energy, theprimary strength characteristics are generally (a) and (b) above. Suchfoams are particularly effective in absorbing high-energy forces in thatthese foams will structurally deform their cells when impacted by anobject and thereby prevent the transfer of energy beyond the foam. Theenergy absorbing blocks 264 for the present invention may have theirrods made substantially of aluminum, an aluminum alloy (e.g., aluminumalloys 6101 or A356 as one skilled in that art will understand), oranother metallic alloy such as a nickel or copper alloy. In at leastsome embodiments of the invention, the blocks 264 are formed from DuocelAluminum Foam manufactured by ERG Materials and Aerospace Corp., locatedat 900 Stanford Ave., Oakland, Calif, USA, 94608.

Note that in at least one embodiment of the invention, one or more ofthe blocks 264 may include a plurality of layers of an energy absorbingmaterial, and in particular, various layers of one or more metallicfoams. Having a plurality of layers for one or more of the blocks 264allows better control in absorbing forces from a tire explosion. Inparticular, the size, location, and energy absorbing characteristics ofthe layers within the blocks 264 may be varied. For example, differentlayers may be fabricated from different metallic foams, from foams of adifferent relative density, from foams of a different thickness and/orfrom foams with different crushing characteristics. Moreover, the layersmay be layered upon one another in a particular sequence for enhancingthe energy and force absorbing characteristics of the blocks 264. Forexample, a relatively low crush strength foam layer may be the layercontacting the decoupler plate 260 with additional layers havingprogressively higher crush strengths. Thus, in the event that one of theassemblies 254 is not as forcefully impacted during a tire explosion, itmay be that only the layer contacting the decoupler plate 260 must bereplaced.

As shown in FIG. 6, substantially the entire surface of a decouplerplate 260 for supporting the blocks 264 (or the subassemblies 262), maybe covered by the blocks. All such blocks 264 preferably have the samedimensions and energy absorbing capability for a given embodiment of thetire cage 50. However, such block dimensions and energy absorbingcapabilities may be different between embodiments of the tire cage 50,depending, e.g., on the explosiveness (stored energy) in the tires to beprovided in the tire cage 50. Moreover, note that certain advantages areobtained by providing a larger number of small subassemblies 262 such asshown in FIG. 6. In particular, if a tire 58 (and its split rim 157)explodes within the cage 50, it can be that not all of the subassemblies262 are deformed by the blast. Thus, only those subassemblies 262affected by the blast need be replaced. In the Appendix hereinbelow,tables are provided identifying various arrangements and densities offoam blocks forming the subassemblies 262, wherein the cross sectionalarea (parallel to the support surface of the decoupler plate 260) of thefoam blocks within each subassembly 262 ranges from 24.5 to 36 in², andwherein the subassemblies are arranged in various configurations, andhave different relative densities ranging from 6.3 to 11.3%. TheAppendix tables illustrate that a wide range of subassembly 262arrangements, sizes, and block 264 densities can be used within the tirecage 50 to absorb at least approximately a tire 58 explosion force of3500 to 3700 kiloNewtons (as described further in the Appendixhereinbelow), and to absorb approximately 1160 kilojoules (855,853ft-lbs) of kinetic energy from, e.g., a flange and bead seat band of asplit rim tire propelled toward the tire cage 50. Also, note that thecollection of subassemblies 262 may extend the entire width of the cage50, or they may be oriented 90 degrees to the orientation in FIG. 6.Additionally note that the assemblies 254 may be spaced differently fordifferent embodiments.

Since the present invention contemplates that the energy absorbingstructure 252 should, in at least one embodiment, be capable ofabsorbing the force of approximately 3500 to 3600 kiloNewtons of forceimparted to the bead seat band/side ring and lock ring of, e.g., a 96inch diameter split rim tire 58, the use of such an energy absorbingfoam provides the only known way to absorb this amount of force within,e.g., a relatively small volume (e.g., a volume corresponding to thespace in the closed cage 50 above the tire 58, wherein the distancebetween the cross beams 194 and the tire 58 is in the range of 12 to 20inches), and wherein the cage is not so heavy that it becomes difficultto transport with, e.g., a forklift. In particular, it is desirable thatthe cage 50 be less than approximately 10-15 tons. Additionally, suchfoams are the only known materials that can absorb such high forces andstill be lightweight. Each of the subassemblies 262 may weigh between 10and 20 pounds. Thus, in one embodiment, their relative contribution tothe weight of the tire cage 50 is approximately less than 2% of theapproximate tire cage weight of approximately 7 tons. Moreover, it isbelieved that if such a light energy absorbing material were not used,the resulting tire cage could weigh as much as 15 tons, require twicethe volume for operation, and thus would be very difficult to movebetween locations without, e.g., dismantling. In particular, it isworthwhile to note that the support assembly 54 may include channels 270through the “I” beams 70 so that a forklift can transport the tire cage50 by inserting the forks of the forklift into these channels. Note thatin one embodiment, the channels 70 may be enclosed by steel plates forthe channel sides, wherein these plates pierce the “I” beams and arewelding thereto.

As mentioned above, various arrangements and relative densities ofDuocel manufactured energy absorbing aluminum blocks 264 (moreprecisely, the subassemblies 262) have been determined to be effectivein absorbing a force of approximately 3500 to 3600 kiloNewtons(equivalently, approximately 786,795 to 809,275 lb-ft). Representativearrangements are provided in the Appendix. It is preferred that each ofthe blocks 264 have a width “w” (FIG. 6) and a length “L” of at least 4inches. However, it should be noted that, depending on the relativedensity, crushing properties (i.e., crushing plateaus between 190-538.9psi), and material used to fabricate the foam, the blocks 264 may havevirtually any length and width ranges that can be accommodated withinthe tire cage 50. Additionally, it is preferred that each block 264 havea ratio of thickness “h” (FIG. 2) to the smaller of the width “w” andlength “L” of no more than 2:1. Accordingly, for blocks 264 (orsubassemblies 262) where “h” is eight inches, both the width “w” and thelength are at least four inches.

The tire cage 50 also includes an electronic control subsystem forcontrolling lid 60 positioning and the inflating of a tire 58. FIG. 9shows an illustrative embodiment of the operator controls for the tirecage. In particular, there is an operator console 304 that may befixedly attached to tire cage 50 on, e.g., a side thereof, wherein thisconsole includes all of the operator controllable functions foroperating the tire cage 50. In addition, a portable controller 308 isoperably connected to the console 304. Accordingly, an operator canaccess most of the functionality to control the tire cage 50 via thecontroller 308 while walking around the tire cage and/or staying a safedistance therefrom. The following are brief descriptions of the operatorcontrols shown in FIG. 9:

-   -   (a) A key switch 312 for inserting a key to operate the tire        cage 50.    -   (b) A power on light 316 indicating whether there is electrical        power to the console 304.    -   (c) An emergency stop button 320 for stopping movement of the        lid 60 and/or inflation of a tire 58.    -   (d) An emergency stop light 324 for showing that an emergency        stop has been activated.    -   (e) A raise lid button 328 for raising the lid 60 toward the lid        position of FIG. 2.    -   (f) An indicator light 332 for indicating when the lid 60 is        fully raised in the open position.    -   (g) A lower lid button 336 for lowing the lid 60 toward the lid        position of FIG.    -   (h) An indicator light 340 for indicating when the lid 60 is        fully lowered onto the tire support assembly 54.    -   (i) A button 344 for retracting the front plate 202 toward its        position in FIG. 2.    -   (j) A button 348 for extending the front plate 202 toward its        position in FIG.    -   (k) A hinge locking button 352 for activating the actuators 182        (FIG. 4) for moving the safety pins 178 from their positions as        shown in FIG. 4 to positions of being seated in their        corresponding hole 138 of a post 117 and corresponding hole 174        of the lid (FIG. 8).    -   (l) A hinge unlocking button 356 for activating the actuators        182 (FIG. 4) for moving the safety pins 178 from their locked        positions (wherein these pins are seated in their corresponding        hole 138, and corresponding hole 174) to their positions as        shown in FIG. 4.    -   (m) An indicator light 360 for indicating when the lid 60 locked        into the position of FIG. 2.    -   (n) A support assembly locking button 364 for activating the        hydraulic locking members 78 (FIG. 3) for moving the pins 232        from their positions as shown in FIG. 3 to positions of being        seated in their corresponding hole 236 (FIG. 7) of the lid 60        and corresponding boss 220 of the support assembly 54 (FIG. 3).    -   (o) A support assembly unlocking button 368 for activating the        hydraulic locking members 78 (FIG. 3) for moving the pins 232        from their locked positions (wherein these pins are seated in        their corresponding hole 236 (FIG. 7), and corresponding boss        220 (FIG. 3)) to their positions as shown in FIG. 3.    -   (p) An indicator light 372 for indicating when the lid 60 is        locked to the support assembly 54.    -   (q) A button 376 on the controller 308, the button for lowing        the table 159 (by hydraulics or other well-known techniques such        as pneumatics, screw jacks and electro/mechanical actuators,        etc.).    -   (r) A button 380 on the controller 308 for raising the table        159.    -   (s) A button 384 on the controller 308 for rotating the tire        support center 160inspection of the tire.    -   (t) A button 388 on the controller 308 for deflating a tire 58.    -   (u) A button 392 on the controller 308 for inflating a tire 58.

To operate the tire cage 50, a tire 58 must be positioned on the tirepedestal 156 as shown in, e.g., FIGS. 1 and 2. Accordingly, to providethe tire 58 in this position, the lid 60 must in the position shown inFIG. 2 with the safety pins 178 (FIG. 4) seated within theircorresponding holes 138 of each of the posts 118 and their correspondingholes 174 in the lid. Additionally, the front plate 202 should also bein its retracted position as shown in FIG. 2, and the pedestal 156should be in its lower position (FIG. 10B). Subsequently, a tire 58 thatis suspended in the air via, e.g., a hoist (not shown) lowers the tireonto the pedestal 156. Once the tire 58 is positioned on the pedestal156, the table 159 can be raised (via button 380) so that the tire issupported on the support center 160. The tire support center 160 canthen be rotated (via button 384) for inspection. Note that the controlsubsystem will not allow the tire 58 to be inflated or deflated unlessthe cage 50 is fully secured about the tire. Accordingly, the operatormust disengage the safety pins 178 from their corresponding holes 174 inthe lid 60 (via the button 356), and then lower the lid 60 (via button336) by activating the hydraulic cylinder 190. Additionally, theoperator must extend the front plate 202 (via button 348) so that whenthe lid 60 is in the position of FIG. 1, the front plate is also in theposition shown in this figure. The operator then locks the lid 60 to thesupport assembly 54 via the button 364, and may then commence inflatingor deflating the tire 58.

During the inflation or deflation process, the tire 58 may explodethereby propelling tire fragments in various directions, and inparticular, portions of the split rim 157 may be propelled toward thelid 60. Upon impact by a portion of, e.g., the split rim 157 during atire 58 explosion, each plate 260 disperses the impact of the variousportions of the tire 58 (and in particular portions of the split rim157) the over the subassemblies 262 that reside between the decouplerplate 260 and the cross beams 194. Accordingly, the kinetic forces ofthe tire fragments projected toward the lid 60 are effectively absorbedby the even distribution of such blast forces on the subassemblies 262which would otherwise not occur if there were no decoupler plate 260.Additionally, the plate 260 acts as a large kinetic energy reflectingmass to “decouple” at least a portion of the kinetic energy, e.g., ofthe split rim 157 during tire explosion, from being transmitted to thesubassemblies 262. Note that the decoupler plates 260 are reusable insubsequent tire explosions.

Note that after a tire explosion has occurred within the tire cage 50,the cage may then be opened and the remnants of the tire and its splitrim 157 can be removed. Since most of the blast impact was absorbed bythe energy absorbing structure 252, the remainder of the tire cage 50 isreusable by replacing the damaged portions of the energy absorbingstructure. In particular, one or more of the anchors 256, and one ormore of the subassemblies 262 will likely require replacement. However,the tire cage 50 is constructed so that such replacement beingrelatively straightforward.

The foregoing discussion of the invention has been presented forpurposes of illustration and description. Further, the description isnot intended to limit the invention to the form disclosed herein.Consequently, variation and modification commiserate with the aboveteachings, within the skill and knowledge of the relevant art, arewithin the scope of the present invention. The embodiment describedhereinabove is further intended to explain the best mode presently knownof practicing the invention and to enable others skilled in the art toutilize the invention as such, or in other embodiments, and with thevarious modifications required by their particular application or usesof the invention.

APPENDIX

In order to test various combinations of metallic foams for absorbingenergy from a tire explosion, tests of various arrangements of varioustypes of metallic foams was conducted. It was assumed that the totalimpact force of an energy absorption structure 252 (FIGS. 1 and 8)should be approximately 3,546 kiloNewtons or equivalently 797,136foot-pounds. With 16 subassemblies 262 (FIG. 6) per energy for theenergy absorbing structure 252 (each having a single unitary foam block264), this equates to 49,821 lb-feet of energy absorption persubassembly 262. Moreover, the tests were configured using variousarrangements of a plurality of subassemblies 262, wherein for most ofthe arrangements the subassemblies had blocks 264 of differingcharacteristics (e.g., such characteristics as block length, blockwidth, block foam density, and crush plateau, i.e., the maximum crushingforce that can be absorbed before substantially all subsequently appliedforces are entirely transferred through the block). Accordingly, anarrangement could include: (i) one or more “primary blocks” havingparticular block characteristics, (ii) one or more “second blocks”having different block characteristics, and in some tests (iii) one ormore “tertiary blocks” having yet another different set of blockcharacteristics.

In performing the tests, the following additional constraints wereimposed on the arrangements:

-   -   (a) Neither the length nor the width of any individual        subassembly 262 was be less than four inches in order to        maintain at least a 1:2 ratio with the eight inch height (i.e.,        thickness) of each block 264. Note that it is believed that by        maintaining such a ratio, a global buckling of the blocks during        compression can be prevented.    -   (b) The primary blocks were located at substantially the four        corners of the decoupling plate 260.    -   (c) Any adjustments in the arrangement were accomplished by        rearranging the blocks not located at substantially the four        corners of the decoupling plate 260.    -   (d) All metallic foams were aluminum foams.

Thirty-two different arrangements were tested, all arrangementsproviding substantially identical energy absorbing performance andhaving substantially identical overall dimensions. The following threetables describe the thirty-two arrangements tested, wherein the firsttable describes the how the primary blocks were arranged for each of thethirty-two arrangements, the second table describes the how the (any)secondary blocks were arranged for each of the thirty-two arrangements,and the third table describes the how the (any) tertiary blocks werearranged for each of the thirty-two arrangements. TABLE 1 Primary BlockBlock Number of Position of Crush Plateau Subassembly Foam Density HeatLot Length (in.) Width (in.) Blocks Blocks (PSI) Subassembly  1 9.610223-1 5.505 6.000 4 All Corners 377.07  1*  2* 8.1 10223-1/5320-15.796 6.000 2 Opposite corners 289.86  2  3 7.8 10223-1/5320-1 4.7527.000 4 All Corners 272.42  3  4 7.7 10223-1/5320-1 6.000 6.000 2Opposite corners 266.61  4  5 10.0 10223-1 5.000 7.000 2 Oppositecorners 400.33  5  6 10.0 10223-1 5.000 7.000 2 Opposite corners 400.33 6  7 10.0 10223-1 5.000 7.000 2 Opposite corners 400.33  7  8* 9.78186-1 5.351 6.000 2 Opposite corners 382.89  8*  9 9.8 8186-1 6.0006.000 2 Opposite corners 388.70  9 10 9.7 8186-1 6.000 6.000 2 Oppositecorners 382.89 10 11 8.3 10223-1/5320-1 6.000 6.000 2 Opposite corners301.49 11 12 9.9 8186-1 5.000 7.000 2 Opposite corners 394.52 12 13 8.510223-1 5.000 7.000 2 Opposite corners 313.12 13 14 8.2 10223-1/5320-16.000 6.000 4 All Corners 295.68 14 15 8.1 10223-1/5320-1 5.000 7.000 4All Corners 289.86 15 16 9.6 10223-1/5320-1 6.000 6.000 2 Oppositecorners 377.07 16 17 8.8 10223-1 6.000 6.000 2 Opposite corners 301.4917 18 9.7 10223-1/5320-1 4.000 6.942 4 All Corners 382.89 18 19 9.110223-1/5320-1 4.000 6.848 4 All Corners 348.00 19 20 8.2 10223-1/5320-14.000 6.910 4 All Corners 295.68 20 21 8.3 8186-1 4.000 6.776 4 AllCorners 301.49 21 22* 8.6 10223-1/5320-1 4.000 6.904 4 All Corners318.93 22* 23 7.8 10223-1/5320-1 5.000 7.000 4 All Corners 272.42 23 248 10223-1/5320-1 4.000 6.739 4 All Corners 284.05 24 25 8 10223-1/5320-14.000 6.856 4 All Corners 284.05 25 26 8 10223-1/5320-1 4.000 6.856 4All Corners 284.05 26 27 8 10223-1/5320-1 4.000 6.769 4 All Corners284.05 27 28 8 10223-1/5320-1 6.000 6.000 4 All Corners 284.05 28 29 8.110223-1/5320-1 5.000 6.866 4 All Corners 289.86 29 30 8.1 10223-1/5320-15.000 6.866 4 All Corners 289.86 30 31 8.2 10223-1 6.000 6.000 4 AllCorners 295.68 31 32 8.3 10223-1/5320-1 5.000 6.775 4 All Corners 301.4932

TABLE 2 Secondary Block Block Number of Position of Crush PlateauSubassembly Foam Density Heat Lot Length (in.) Width (in.) Blocks Blocks(PSI)  1*  2 10.2 8186-1 6.000 6.000 2 Opposite corners 411.96  3 9.610223-1/5320-1 6.000 6.000 1 Center 377.07  4 7.6 10223-1 6.000 6.000 2Opposite corners 260.79  5 8.7 10223-1 4.794 7.000 2 Opposite corners324.75  6 8.5 10223-1/5320-1 5.801 6.000 2 Opposite corners 313.12  78.4 10223-1/5320-1 5.911 6.000 2 Opposite corners 307.31  8* 6.3 10223-16.000 6.000 2 Opposite corners 185.21  9 8.4 10223-1/5320-1 5.921 6.0002 Opposite corners 307.31 10 10.6 10223-1/5320-1 4.000 6.391 2 Oppositecorners 435.21 11 8.0 10223-1/5320-1 6.000 6.000 2 Opposite corners284.05 12 6.6 10223-1 6.000 6.000 2 Opposite corners 202.65 13 8.410223-1/5320-1 6.000 6.000 2 Opposite corners 307.31 14 7.110223-1/5320-1 4.466 7.000 1 Center 231.72 15 8.4 10223-1 4.295 7.000 1Center 307.31 16 6.8 8186-1 6.000 6.000 2 Opposite corners 214.28 1710.5 10223-1/5320-1 4.000 6.121 2 Opposite corners 429.40 18 6.6 10223-16.000 6.000 1 Center 202.65 19 8.7 10223-1/5320-1 6.000 6.000 1 Center324.75 20 11.3 8186-1 6.000 6.000 1 Center 475.91 21 11.3 8186-1 6.0006.000 1 Center 475.91 22* 6.6 10223-1 6.000 6.000 2 Top/Bottom Center202.65 23 8.7 10223-1/5320-1 5.995 6.000 1 Center 324.75 24 7.710223-1/5320-1 6.000 6.000 2 Top/Bottom Center 266.61 25 7.810223-1/5320-1 5.000 6.850 2 Top/Bottom Center 272.42 26 7.710223-1/5320-1 5.000 7.000 2 Top/Bottom Center 266.61 27 7.9 10223-15.000 6.850 2 Top/Bottom Center 278.24 28 7.4 10223-1 5.965 6.000 1Center 249.17 29 7.9 10223-1 6.000 6.000 1 Center 278.24 30 7.9 10223-16.000 6.000 1 Center 278.24 31 6.6 10223-1 6.000 5.957 1 Center 202.6532 7.4 10223-1 6.000 6.000 1 Center 249.17

TABLE 3 Tertiary Block Block Number of Position of Crush Plateau CrushForce Subassembly Density Heat Lot Length Width Blocks Blocks (PSI)(lbf)  1* 49821  2 49821  3 49821  4 9.6 10223-1/5320-1 5.237 6.000 1Center 377.07 49821  5 49821  6 49821  7 49821  8* 8.8 10223-1 6.0006.000 1 Center 330.56 49821  9 49821 10 49821 11 7.0 10223-1/5320-15.000 6.783 1 Center 225.91 49821 12 7.0 10223-1/5320-1 5.000 6.741 1Center 225.91 49821 13 6.4 10223-1/5320-1 5.040 6.000 1 Center 191.0349821 14 49821 15 49821 16 7.1 10223-1/5320-1 4.466 7.000 1 Center231.72 49821 Total (lbf): 797136 (3546 kN) 17 6.5 8186-1 6.000 6.000 1Center 196.84 49821 18 49821 19 49821 20 49821 21 49821 22* 49821 2349821 24 49821 25 49821 26 49821 27 49821 28 49821 29 49821 30 49821 3149821 32 49821

1. A method for manufacturing a tire cage comprising: providing a tireenclosure frame for receiving a tire within an interior of the frame,said frame having at least one rigid member; providing a support forsupporting a tire within said enclosure, said support attached to theframe, and said support positioned for contacting a split rim of a tirewithin said interior; wherein said support supports the tire in aposition so that a split rim of the tire is propelled toward the atleast one rigid member during a tire explosion; providing an additionalvolume in said interior beyond a space for enclosing the tire within theinterior such that the additional volume is between the space forenclosing the tire and the rigid member, and wherein said space iseffective for receiving an energy absorbing material, said energyabsorbing material capable of permanently deforming while absorbing atleast 900 kilojoules of kinetic energy imparted to the energy absorbingmaterial by debris from tire explosion within the interior; providing anassembly within the additional space for supporting the energy absorbingmaterial, said assembly supporting at least one layer of an energyabsorbing material between the rigid member and the spit rim during atire explosion; wherein said assembly includes a second rigid member forfacilitating an at least substantially uniform deformation of the energyabsorbing material such that said second rigid member is usable in asubsequent second tire explosion for facilitating an at leastsubstantially uniform deformation of a replacement layer of the energyabsorbing material.
 2. The method of claim 1 further including providingsaid energy absorbing material for being supported by the assembly. 3.The method of claim 2, wherein said energy absorbing material includes ametallic open celled material.
 4. The method of claim 3, wherein saidmetallic open celled material includes aluminum or an aluminum alloy.